www.yachtworld.com2015-03-02T15:36:59Zhttp://www.yachtworld.com/boat-content/feed/atom/WordPressKim Kavinhttp://www.charterwave.comhttp://www.yachtworld.com/boat-content/?p=150552015-03-02T15:36:59Z2015-03-01T11:01:05ZIn early February, Gavio Group announced that it was buying Bertram Yachts, with the acquisition expected to be finalized by March 31. Gavio is the parent company of Baglietto, an Italian megayacht brand. Thus far, expectations are that Gavio will keep things much the same at Bertram, which has been well-known to American fishing and cruising enthusiasts since its first production model, the Bertram 31, came off the line in 1961.

Bertram models have grown in size and luxury over the years…

Having Bertram and a megayacht brand in the same family may have seemed crazy back then, but Bertram models have grown in size and luxury over the years, and since 1998 Bertram has been owned by The Ferretti Group in Italy, which also owns the megayacht yard CRN (among other brands). Bertram’s line has expanded the entire 50-plus years, with the 46 Bertram Sportfisherman in 1970, the Bertram 58 Convertible in 1977, the Bertram 72 Convertible in 1989 and, in 2010, the Bertram 800, which remains the flagship today. New models no longer start at 31 feet; now, the smallest new Bertram you can buy is a 54. And she has benefited, like all Bertram models, not only from in-house innovation but also from the trickle-down benefits of having such luxurious cousins in the superyacht sector.

The current model Bertram offers in the 60-foot range is a 64 Convertible (Shock and Awesome: Bertram 64 to learn more), but from 2004 to 2010, the Bertram 63 was the popular model of similar size. Jim McKee, a broker with Gilman Yachts who previously worked at Richard Bertram for 19 years, says he thinks the 63 is one of the best models Bertram ever built, thanks to a dry ride and a great interior layout.

The Bertram 63 was built to ride beautifully while turning heads.

Though he has personally owned five Bertrams, the 63 was not one of them: “My best friend owned a 63,” he says with a laugh, “so I didn’t need one.”

McKee currently holds the listing on Hull No. 12 of the Bertram 63, whose seller could not be a bigger fan of the Bertram brand, having also owned a 28 Bertram, a 50 Bertram and a 60 Bertram. The 63 now for sale is a 2005 build McKee has known since his days as an owner’s representative at the shipyard.

“I built that boat for a very good friend of mine,” he says. “We put about 700 hours on it fishing in the Bahamas, and then I sold it to the present owner, a gentleman from Puerto Rico.”

Usually, McKee says, Bertram 63s that get offered on the brokerage market are in good condition, especially the ones with crew. This particular 63, he says, is loaded with options and has been well-maintained. She has 1,190 hours on her twin 1,676-horsepower Caterpillar C-32 engines, which were under premium Caterpillar warranty until November 2014. Helm electronics include a Garmin GPS 7215 touchscreen bridge, a Furuno 1953C 72-mile radar, VHF radios by ICOM and a Simrad AP20 autopilot.

Will these original Bertram 63s soon become the stuff of legend? It’s highly possible, what with new company owner Beniamino Gavio hinting at the recent Miami Yacht & Brokerage Show that he that he may return to Bertram’s roots with a modernized 31, to be followed by updates to larger models as well. Gavio says enthusiasts can count on him treating Bertram “with great, great respect.” Time will tell whether the 63 will return as part of his vision for the brand’s next 50 years.

]]>0Jeanne Craighttp://www.yachtworld.com/boat-content/?p=149632015-02-25T19:55:48Z2015-02-28T11:39:02ZIf you’ve experienced the joy of having your own yacht tied up at the dock, you know that the actual purchase price is just a start. Those who are new to boat ownership, however, will learn that it’s wise to budget for operational expenses, including maintenance and repairs, which on an annual basis can run close to 10 percent of the boat’s value. The amount you’ll spend depends on the type of boat you have, how much it will be used, and how much of the work you’re willing to do. But even so, there are a few ways you can curb the total bill.

Even on a rebuilt wooden tug like Wallace Foss, ongoing maintenance will help keep projects from becoming overwhelming.

SIMPLE MAINTENANCE: Little repairs will add up to big expenses over time, which is why it makes more sense to have engines and drives serviced at least as frequently as the factory suggests. In addition, spend a few minutes before and after every ride checking for developing problems. You can have a simple gel-coat nick repaired for next to nothing if you catch it early; however, the cost of fixing a delaminated area will put a big dent in your boating budget. Also note that the boat owners who typically overpay for repairs are the ones who procrastinate. If you maintain a rigorous maintenance schedule, you could save a substantial amount of money in labor and parts over the long-term.

DIGITAL MAINTENANCE: A hot trend in boating is the subscription service that digitally catalogs all of your boat’s manuals, parts and service data so you can track and schedule maintenance for each system from your computer, tablet or smart phone. Called digital yacht maintenance management services (read Modern Yacht Maintenance, for the full scoop,) they’re available for new and used boats in a range of sizes. Services tell you when maintenance is due on all systems and what needs to be done during a specified window of time. You then schedule the work with the click of a mouse. While convenience is a key benefit of this type of service, the providers say boat owners also realize savings in repairs since regular checkups for the boat prolong its life and prevent breakdowns when you’re out on the water.

WINTERIZING: Fall lay-up is one of the most important maintenance duties a boat owner will perform, since proper winterization prevents costly damage that can result from freezing, dormancy, corrosion, and moisture. For that reason, it really doesn’t pay to skimp. However, rather than leave the whole process to a yard or marina, you can reduce the size of a decommissioning bill by performing some of the necessary procedures yourself. There are a number of lay-up chores that even a novice boat owner can complete. Those jobs include: pressure-washing the bottom after the boat is hauled (if you don’t own a pressure washer, you can rent one for a reasonable fee); cleaning and waxing the hull; scrubbing exterior dirt stains and streaks; and washing, polishing, and waxing all hardware, deck fittings, rails and other metal parts that are susceptible to corrosion over the winter. Note that some marinas and yards set restrictions on the amount of work customers are permitted to do themselves, so before deciding where your boat will hibernate, make sure you’ll be allowed to perform some of the winterizing procedures yourself.

COMPARISON SHOP: The price of parts and equipment can take a big bite out of your boating budget. Even items like cleaners, teak oils, wax and polish can really add up. To keep expenses in check, shop smartly. Some seasoned boat owners make a point of working the local boat shows to stay up-to-date on the going rates for parts and equipment. Shows can also be great places to find bargains. Other boat owners shop online (often with stores that offer free shipping,) since local marinas often lack bulk buying power. It can also be cost-efficient to buy in bulk, particularly supplies that are consumable such as oil and cleaners. Buy what you need for a full season at one time (preferably off-season) and you could realize savings.

If you play it smart, there could be money left over in the maintenance budget at the end of the year. That means you can invest it right back into your yacht with upgrades that will keep your ride looking great, running better, and increasing in resale value.

]]>0Gary Reichhttp://www.yachtworld.com/boat-content/?p=150972015-02-26T15:14:04Z2015-02-27T11:04:25ZThe 2015 Magnum 51 Bestia is part of a Magnum Marine lineup: six models ranging from 44 to 100 feet in length. This new model is lighter, slightly faster, and more efficient than the 50 foot model it replaces.

Speed and performance are delivered by a pair of 1,600-horspoewer MTU 10V 2000M94 diesels mated to Arneson surface drives tipped with Rolla NiBrAl surface-piercing propellers. Top speed is said to be 74 mph with this setup, burning an amazingly efficient 100 gph. Reasonable and efficient cruise speeds settle in around 55 mph, though for the best combination of both speed and efficiency, 45 to 50 mph is apparently the best range. A pair of 1,950-horsepower MTUs are an option.

As part of the SD (semi-displacement) series offered by Sanlorenzo, the SD112 bears family styling. She stands apart from the competition primarily by being a full three decks high. Most similar-size yachts are two decks. Further appreciated: the standard fold-down balconies along the main deck. They help bring more of the outside into the primary relaxation and dining space.

Here’s a better view of the effect the balconies have, with the aft-deck doors kept open. A change the owner requested: sliding stone walls, flanking the TV. They can conceal it, plus hide stowage for a dining table. The owner hired an artist to create the sliding walls for O, and the yard customized the setup.

O’s master stateroom is forward on the main deck, with access to a personal alfresco area. This doesn’t preclude a main-deck galley. The Sanlorenzo SD 112 tucks it to port just aft of the sleeping area.

The contemporary master bath is arranged in an unusual way. It’s to port just inside the entry to the suite, concealed by sliding panels like the ones in the saloon. When the panels are closed, they appear to be an art element. It heightens aesthetics and preserves floorspace for the sleeping area.

With O being a Sanlorenzo, of course the yard brought its own ideas to the table to entice buyers. The floating stairway is a hallmark of its designs. The upper treads are mounted to the glass and the wall. The openness, plus the sliding doors outboard, preserve lightness and brightness.

The four guest staterooms aboard O are on the lower deck. Some buyers may wish to swap out one of the staterooms for a gym, or a cozy TV/movie room. Sanlorenzo offers the guest foyer running fore to aft or athwartship. Both have an impact on the two aft cabins’ head arrangements, but not dramatic ones.

Speaking of dramatic, there’s drama, in a good way, in O’s skylounge. Note the joinery effect overhead. The room mixes Tanganyika wood, walnut, and teak in an inviting atmosphere. Just as in the saloon, the aft doors can be left open. The side ports are a bit narrower than those aboard similar-size yachts, but the room doesn’t feel claustrophobic.

The full third deck aboard O is this inviting sundeck. There’s enough seating to handle a big crowd, plus a hot tub and sunpads forward to accommodate a few more folks. Guests curious about performance can keep tabs on things thanks to the B&G instruments in the mast, or look over the captain’s shoulder at the second helm (not visible).

The captain of O, who was hired as the yacht was nearly complete, says she’s been a good sea boat so far. O put an impressive 4,000 nautical miles under her hull in her first cruising season. The captain has so far run her typically between 12 and 14 knots. Sanlorenzo designed the SD112 to top out at 17 knots.

]]>0Diane Byrnehttp://www.yachtworld.com/boat-content/?p=150362015-02-25T19:38:38Z2015-02-26T11:37:09ZIn semi-custom construction, some yacht buyers focus on “custom” and seem to forget the “semi” part. Maybe it’s due to excitement, or thinking their request is no big deal. Either way, when buyers want to tailor something further, alarm bells can ring among the build and design teams. That could have been the case with the first Sanlorenzo SD112, christened simply O. In fact, Sanlorenzo of the Americas management says that more than once, the owner began conversations with, “I was thinking…” However, the aesthetic changes made are not just appealing, but also pretty practical, even for other owners to emulate.

As part of the SD (semi-displacement) series offered by Sanlorenzo, the SD112 bears family styling. She stands apart from the competition primarily by being a full three decks high. Most similar-size yachts are two decks. Further appreciated: the standard fold-down balconies along the main deck. They help bring more of the outside into the primary relaxation and dining space.

Here’s a better view of the effect the balconies have, with the aft-deck doors kept open. A change the owner requested: sliding stone walls, flanking the TV. They can conceal it, plus hide stowage for a dining table. The owner hired an artist to create the sliding walls for O, and the yard customized the setup.

O’s master stateroom is forward on the main deck, with access to a personal alfresco area. This doesn’t preclude a main-deck galley. The Sanlorenzo SD 112 tucks it to port just aft of the sleeping area.

The contemporary master bath is arranged in an unusual way. It’s to port just inside the entry to the suite, concealed by sliding panels like the ones in the saloon. When the panels are closed, they appear to be an art element. It heightens aesthetics and preserves floorspace for the sleeping area.

With O being a Sanlorenzo, of course the yard brought its own ideas to the table to entice buyers. The floating stairway is a hallmark of its designs. The upper treads are mounted to the glass and the wall. The openness, plus the sliding doors outboard, preserve lightness and brightness.

The four guest staterooms aboard O are on the lower deck. Some buyers may wish to swap out one of the staterooms for a gym, or a cozy TV/movie room. Sanlorenzo offers the guest foyer running fore to aft or athwartship. Both have an impact on the two aft cabins’ head arrangements, but not dramatic ones.

Speaking of dramatic, there’s drama, in a good way, in O’s skylounge. Note the joinery effect overhead. The room mixes Tanganyika wood, walnut, and teak in an inviting atmosphere. Just as in the saloon, the aft doors can be left open. The side ports are a bit narrower than those aboard similar-size yachts, but the room doesn’t feel claustrophobic.

The full third deck aboard O is this inviting sundeck. There’s enough seating to handle a big crowd, plus a hot tub and sunpads forward to accommodate a few more folks. Guests curious about performance can keep tabs on things thanks to the B&G instruments in the mast, or look over the captain’s shoulder at the second helm (not visible).

The captain of O, who was hired as the yacht was nearly complete, says she’s been a good sea boat so far. O put an impressive 4,000 nautical miles under her hull in her first cruising season. The captain has so far run her typically between 12 and 14 knots. Sanlorenzo designed the SD112 to top out at 17 knots.

Hearing “I was thinking…” from a client can put a builder on the defensive. But the Sanlorenzo team found solid logic behind the ideas of O’s owner. He didn’t want the dining table to permanently occupy floorspace and thereby prevent the saloon from being truly relaxing. He also had a clever concept for the settees: The wedge-like backs slide to let guests face the TV or face each other. Then there’s a fully stocked, flip-down bar with an icemaker concealed on the aft deck. It’s little things like this that Sanlorenzo invites owners to do, yet they make a big difference.

]]>0Carol Croninhttp://features.boats.com/boat-content/author/carolcronin/http://www.yachtworld.com/boat-content/?p=150462015-02-18T15:23:58Z2015-02-21T11:05:49ZFrom the minute reviewer Gary Reich stepped aboard the Horizon PC52 power cat, he had to keep reminding himself that he wasn’t on one of the 130-footers berthed right across the dock. So can a 52-foot power cat really provide a megayacht experience?

According to Gary, the PC52 is the best of both worlds: “While you can’t land a helicopter on it, the 52 does provide the feel of a luxurious yacht that’s twice or nearly three times its size. The fact that this power cat isn’t 100 feet long is probably the biggest part of its charm.”

]]>0Kim Kavinhttp://www.charterwave.comhttp://www.yachtworld.com/boat-content/?p=149312015-02-16T21:17:28Z2015-02-20T11:48:19ZWe’ve had a thing for the Christ-Craft 25 Launch since we first tested her back in 2002. That’s right, 2002, the year Nickelback topped the charts with “How You Remind Me” and the world first saw Matt Damon as an amnesiac assassin in “The Bourne Identity.” That was a year after the model began production, in 2001.

If it feels like that was a long time ago, that’s because it was. Now after almost 15 years, Chris-Craft is still finding plenty of eager buyers for this model, both new and used boats.

The Chris-Craft 25 Launch may be small, but it’s big in popularity and high in class.

“I don’t know any other brands mass-produced that have a boat around since 2001 and it’s still a good seller,” said John Benchimol, owner of Harborside Marina in Clinton, Connecticut, a Chris-Craft dealer. “An average year is 450 boats a year across the whole model line, and this is definitely one of the more popular ones in their line.”

Chris-Craft Launch models range from 20 to 36 feet length overall. The 25 Launch is actually 26 feet 8 inches, with a beam of more than 8 feet and all the guest seating that allows. She’s a stunner, too, with styling that is an homage to classic wooden launches of the 1920s, ’30s and ’40s. She’s easily marketed as an upscale megayacht tender just as much as a family dayboat for cruising.

Her hull, designed by Michael Peters, is still the same as it was during the original 2001 build year, but the topsides look has been updated several times to keep the model fresh in the marketplace, Benchimol says. The variations in styling don’t seem to affect brokerage sales, as buyers materialize quickly for 25 Launches of all vintages as long as they’ve been well-maintained.

“The good, clean Chris-Crafts tend to sell on average in about 30 days,” Benchimol says. “The type of buyer looking for that boat wants something turn-key. They value a higher-end, quality boat that doesn’t go out of style.”

Harborside Marina currently has three on the market: a 2007, an ’08 and an ’11. Benchimol says in New England, the optional teak raises buyer interest substantially, while closer to the Florida cruising grounds, less teak can be more sought-after (as can pastel hull paint, vs. traditional New England blues and reds).

Multiple power packages are available, but Benchimol says they’re not usually the deciding factor in a brokerage sale. “It’s definitely about the look, about how much teak the boat has on it; customers seem to like that,” he says. “It comes in different power packages, but even the standard motor means it’s not a basic boat.”

The really good news for buyers, he adds, is that Chris-Crafts are built to handle hardy offshore conditions and extensive cruising, but most original owners don’t pound them to pieces. Many of the Launch 25s that become available for resale are darn near sparkling.

“The good thing about Chris-Crafts, selling them pre-owned, is that people who buy them do not use them that often,” he says with a chuckle. “They have a lot of hobbies. They’re affluent.”

SAFE boats have become a symbol of maritime security, and they are also coveted by superyacht owners aboard expedition yachts or sleek Euro-styled craft as customized tenders.

It all began when Hansen, a Puget Sound native, got the idea for a safe, nearly indestructible, all-weather boat. He patented the concept of an aluminum core wrapped in a buoyant collar with planks of polyethylene foam, coated in thick polyurethane like a truck bed liner.

In the early 1990s times were lean, and Hansen struggled to find a manufacturer to meet his standards. Despite setbacks, he resisted selling out to the many inflatable manufacturers that courted him, recognizing SAFE Boat’s potential. He stuck by his patent and built his own facility into an unbelievable success story.

The boats proved strong, able to handle heavy seas and the most violent maneuvers. They were also adaptable to customizations, which opened the market for high-end tenders.

After 9/11 military contracts put them on the map, as they produced two to three commercial-strength boats per week. Customers included the Marines, Navy, and Air Force. Governments as diverse as Israel, Kenya, and Kazakhstan were buying SAFE boats.

There were also customized tenders to maximize speed, fishing, diving, picnicking, or sumptuous luxury, all with a take-no-prisoners attitude.

SAFE Boats have become standard issue for governments—as well as the most glamorous superyachts—because Hansen stuck diligently to his idea and his quality standards—and now he’s made it pay off.

]]>0Neil Rabinowitzhttp://neilrabinowitz.com/http://www.yachtworld.com/boat-content/?p=149802015-02-16T20:41:02Z2015-02-17T11:13:16ZIf you spend time on American waterways you can’t miss those ubiquitous orange-collared Coast Guard patrol boats. There are more than a thousand government-issued SAFE (Secured Around Flotation Equipped) boats, with their all-business profiles, as well as hundreds of similarly-designed boats used as recreational tenders and small sport-utility boats. And all are the brainchild of Bill Hansen.

SAFE boats have become a symbol of maritime security, and they are also coveted by superyacht owners aboard expedition yachts or sleek Euro-styled craft as customized tenders.

It all began when Hansen, a Puget Sound native, got the idea for a safe, nearly indestructible, all-weather boat. He patented the concept of an aluminum core wrapped in a buoyant collar with planks of polyethylene foam, coated in thick polyurethane like a truck bed liner.

In the early 1990s times were lean, and Hansen struggled to find a manufacturer to meet his standards. Despite setbacks, he resisted selling out to the many inflatable manufacturers that courted him, recognizing SAFE Boat’s potential. He stuck by his patent and built his own facility into an unbelievable success story.

The boats proved strong, able to handle heavy seas and the most violent maneuvers. They were also adaptable to customizations, which opened the market for high-end tenders.

After 9/11 military contracts put them on the map, as they produced two to three commercial-strength boats per week. Customers included the Marines, Navy, and Air Force. Governments as diverse as Israel, Kenya, and Kazakhstan were buying SAFE boats.

There were also customized tenders to maximize speed, fishing, diving, picnicking, or sumptuous luxury, all with a take-no-prisoners attitude.

SAFE Boats have become standard issue for governments—as well as the most glamorous superyachts—because Hansen stuck diligently to his idea and his quality standards—and now he’s made it pay off.

]]>0Paul Grimeshttp://http://www.yachtworld.com/boat-content/?p=148752015-02-04T20:16:48Z2015-02-14T11:06:09ZA yacht survey is often needed when you purchase a yacht, but in order to take full advantage of the survey you need a deep understanding of what’s being looked for, and what’s being discovered. Yes, you can gain some insight into the yacht in question with a self-survey (read Self Survey: Looking at a Yacht Yourself), but the professional pre-purchase survey is an entirely different beast.

Professional pre-purchase surveys are often required when purchasing a boat or yacht – and with good reason.

Let’s say you’ve found the right boat and have made an offer contingent upon a survey. Or you’re selling your boat and finally found a buyer who’s willing to pay the right price. Now all you need to do is get past the (often dreaded) survey. No matter which side of the negotiation table you’re on, you need to understand exactly what’s going on .

For the surveyor, a deal hinging on a pre-purchase survey can be a tough assignment. The surveyor is hired by, and works for, the buyer. But the broker and owner are interested parties as well, and everyone wants the transaction to go through. Plus, the broker might refer clients to the surveyor every so often, and the seller might be a possible client for the surveyor when he or she buys their next boat. If all of this sounds like a potential conflict of interest, well, it can be. That’s why the Society of Accredited Marine Surveyors (SAMS) and National Association of Marine Surveyors (NAMS) organizations have codes of ethics for their members.

Fortunately, there’s a clear path forward; every boat comes with a work list, and it’s a surveyor’s job to define what goes onto that list. It’s not the surveyor’s role to tell the buyer whether or not to buy, if it’s a “good deal” or not, or overemphasize problems. It’s worth noting, though, that owners are rarely surprised by problems or issues that are found during a survey. Generally speaking, they know their boat better than anyone. And as a buyer, remember, if you think pressuring the surveyor to overemphasize problems will help drive the purchase price down, you might want to rethink that approach. The report written for this survey will be the same one you send to your insurance company, and if there are too many issues it may prompt an expensive list of work that’s required before a policy will be issued.

Survey Guidelines

There are guidelines used in the survey that help the surveyor make many of the judgment calls, so he or she is not merely acting on opinions. First is the Code of Federal Regulations (CFRs), also known as the Coast Guard regulations. These cover minimal requirements for safety equipment, navigation lights, sanitation, engine, fuel and electrical systems on gasoline-powered boats. Diesel-powered boats are free from the mechanical and electrical regulations, but still must comply with the others.

Close behind the CFRs are the American Boat and Yacht Council (ABYC) Standards, which are recommendations rather than regulations, but can carry significant weight—especially if an accident or failure ends up in court. The standards are extensive to say the least (in book form they weigh four and a half pounds), and they cover just about everything on a boat except the basic design and construction. Since the standards are so comprehensive many of the sections won’t apply to one individual boat or another, but most systems a surveyor sees on a boat will relate to ABYC in one way or another. Additional standards may come from the National Fire Protection Agency (NFPA), and in some specific cases, the surveyor might use other sources. For instance, it may be appropriate for a surveyor to judge the lifelines on a racing sailboat based on the Offshore Special Regulations, which set rules for offshore sailboat racing.

Are there still judgment calls? Certainly. The standards can’t help evaluate the significance of elevated moisture readings in a deck, or the level of wear in belts or hoses. And the toughest calls arise when a surveyor is faced with a system on an older model boat that doesn’t meet standards for boats built today. Is it wrong? Is it inherently dangerous? The answers almost always seem to start with, “It all depends…”

The Scope of a Pre-Purchase Survey

Though anyone can hire a yacht surveyor for any reason, market forces have created a “normal” pre-purchase “condition and value” survey. The key point to remember is that this is a limited inspection; it’s what the market has become accustomed to paying for, and what is accepted by insurance companies and lenders. In general, the surveyor won’t disassemble permanent parts of the boat to access areas they can’t see. And it’s a snapshot of the boat at that particular moment – there’s no guarantee that an electrical component that powered up during the survey won’t suddenly reach the end of its life the next week.

The classic survey routine for a boat in the water starts with an inspection in its slip, a short haul and bottom cleaning, a hull inspection once the boat dries, a re-launching, and finally a short sea trial. All of this is accomplished in one day on most boats, though on large yachts it may take a bit longer. Also, while the routine above may be perfect for a powerboat in the water on a sunny day in Florida, it often needs to be modified based on weather, the yard’s schedule, and other variables.

Especially on large inboard boats with expensive powerplants, an engine survey is a good idea.

Another variable is that the surveyor may suggest including an engine surveyor in the process as well. This is especially common (and wise) on larger powerboats where the engine(s) are a big part of the boat’s value. And on sailboats, some surveyors are willing to go up masts for rigging inspections if the client wishes, but that adds time and expense to the process as well.

The result of the surveying process will be a written report with: descriptions of the boat and each system onboard; findings and recommendations, divided into levels of importance; a statement of the boat’s overall condition; and fair market and replacement values for the boat, based on comparable sales or industry data. The report will comment on the condition of the components on the boat, and may state whether the boat is fit for its intended use, but will not (and should not) say whether the boat is “seaworthy.” The concept of being seaworthy includes the quality of the crew and its preparations in relation to a specific voyage being attempted, so it’s well outside the scope of a pre-purchase survey.

What does all this cost?

This is the toughest question of all. Some surveyors use a flat rate based on the length the boat, while others use an hourly rate. Either way, a pre-purchase survey will cost somewhere around $20 per foot, but it will be higher on large and complex (or older) yachts. In some cases, it may be less.

When considering the cost of a survey, don’t forget about expenses that may go with it – like a haul-out.

The location or time of year may have an effect on survey pricing as well. A “short haul” during the survey to powerwash the bottom and inspect the hull could add another $14 to $19 per foot, and an engine surveyor might add approximately $500 per engine.

The irony is that older boats will likely cost more to have surveyed than new ones. A 2008 36’ sailboat being purchased for $200,000 is likely to be a much easier job for a surveyor than a similar boat from 1978 selling for a tenth of the price. When you call about the older boat, either the surveyors will give quotes that reflect this, or they’ll seem awfully busy and refer you to newer, younger surveyors in the area.

Getting the Most out of a Survey

Whether you’re buying or selling, you want to make sure you get the most value out of a survey. As the buyer, you’ll want to let the surveyor know about any disqualifying factors and/or red flags for you—your experience and research are a key part of the process. You’ll also want to be there for at least part of the survey, so the surveyor can show you findings in person. And help if you can, perhaps by pulling gear and cushions out of areas to be inspected, but don’t waste the surveyor’s time and attention with things you can survey yourself, like fishing gear, sails in bags, and other add-ons. This may help to reduce the cost of the survey as well. Finally, write down questions to be asked when a good time arises—don’t distract the surveyor every time you see something to ask about.

As the seller, you’ll want to prepare long before the survey (in the ideal world we should all be preparing to sell our boats as soon as we buy them). Keep a log with all invoices for maintenance and service work performed on the boat throughout its life—it’s hugely impressive for a surveyor to find this on a boat. But be careful about doing work on the boat yourself if it goes beyond cosmetics. As a surveyor, when you hear “the owner is very handy, and he’s done a lot of work on the boat himself,” it’s a red flag. And prior to the survey, clean the boat and remove any clutter. As with the buyer, you’ll want to be there or be available. Your broker may be the one to attend the survey, but make sure you’re available to answer questions—you know your boat better than anyone, and you may be able to clear up issues before they become misconceptions.

For everyone involved, the most important thing is to hold onto perspective and your sense of humor. At some level, it’s just a boat. If we’re able to concern ourselves with boats, chances are we’re doing pretty well in life—we’re not starving or living in a war zone, and there are more boats and buyers out there if the one involved with this survey isn’t the right fit.

If skinny is fast, this creation will be showing its stern to the fleet. Double-enders are one of Perry’s signature shapes, and Sliver’s sweet transom can be traced back to Bill Garden, Perry’s mentor and well-known designer of the long lean canoe stern.

Bottles has been on a lifelong aesthetic crusade for a canoe stern day sailer that would be first-to-finish any race she entered. The slender high-aspect ratio pays homage to Herreshoff and other designers whom Bottle’s father considered sages of an era.

“You hope for a client that knows what he wants, who understands a design can not be all things,” said Perry. “We were on the same page from the start; long, skinny, go-fast with nothing inside… fun to draw. But I reality-checked when Kim argued against putting a head on board to save weight.”

Designed to win races while looking good, Sliver glides along on her narrow waterline. The completely custom rig is still conservative, which gives her wings without sacrificing reliability.

Bottles went to Port Townsend’s Northwest School of Wooden Boat Building, and along with engineers Tim Nolan, Jim Franken and composite guru Russell Brown, he created a high tech local champion.

Built strong, regardless of ratings, for the pure pleasure of sailing, Sliver can withstand ocean conditions, but has few cruising ambitions. Instead she is content to be easily maintained, victor of the local circuit, astonishingly swift, humble, and eager to thrill.

]]>0Diane Byrnehttp://www.yachtworld.com/boat-content/?p=148992015-02-04T20:05:48Z2015-02-11T11:04:37ZFor decades yachting was considered a man’s pursuit, and women either came along for the ride or picked out the pillows—but that was never the case with the woman who commissioned Adventure Us II, a Hargrave 94 Sky Lounge. She’s enjoyed a long boating career—in fact, she bought her first boat, a Sea Ray, some time ago, gradually stepping up every few years to something bigger. Having enjoyed life aboard Adventure Us, an 82-foot Hargrave, it was time again for a bigger yacht—and one designed fully around her family’s enjoyment.

The profile of Adventure Us II is slightly different than that of other Hargrave 94 Sky Lounge deliveries. The owner wanted an extended enclosed sky lounge, so that the three generations of her family could enjoy meals and time together. “Together” is key. She told Hargrave, “I want my children and grandchildren to look back someday and say the best times in their lives were aboard our family’s boat.” Photo by Scott Pearson.

You won’t hear any complaints from the grandchildren about their staterooms. This one’s for the girls, extended to include a third bed/daybed. There are two TVs in this room as well; one is seen here, opposite the twin berths, and the other is opposite the daybed. The configuration of this room is one of the reasons Hargrave considers Adventure Us II its most highly customized delivery to date. Photo by Scott Pearson.

The owner’s grown children aren’t left out of the equation, of course. Note the shape of the headboard and the wall sconces. They’re Art Deco, a design theme that’s carried throughout Adventure Us II. The owner and her husband collaborated closely with Interiors by Shelley in picking out every fixture and accessory used aboard, plus woods like the bird’s-eye maple used here. Photo by Scott Pearson.

You can see more of the Art Deco details here in the master stateroom, which features anigre wood. The room is on the main deck, too, unusual for a 94-footer. Most main-deck owner’s suites (or sometimes upper-deck owner’s suites) are so-positioned to give the buyers the lion’s share of deck space. This owner did it for a practical reason: ease of accessibility as she and her husband get older. Photo by Scott Pearson.

Even with a main-deck master, Adventure Us II doesn’t compromise when it comes to allocating good space for the galley—or other crew areas for that matter. In fact, the captain’s cabin contains a custom berth more than seven feet long. He’s quite tall, and the owner wanted him to stay with their family for years to come. Photo by Scott Pearson.

As stated earlier, the skylounge in this yacht is extended. While the 82-foot Adventure Us had EZ2CY enclosures around her upper alfresco areas, the owner and her husband say they never removed the panels. So, a permanently enclosed space—where upwards of two dozen people can enjoy watching football games, dining, and spending holidays—made more sense. Photo by Scott Pearson.

Don’t be fooled by formal-looking furnishings. Every member of the owner’s family can curl up on a couch or chair, while yachting. In addition, this proud grandmother was so focused on ensuring every generation was happy that she requested enough outlets for every mobile electronic device you can imagine, plus game controllers for the TVs. Photo by Scott Pearson.

Shelley DiCondina of Interiors by Shelley says that the glass etching (at left, behind the dining table) reminds her of the owner. It’s of an elegantly dressed Parisian woman, and it dates from the 1920s. The rest of the dining room took shape around this lovely artwork. Photo by Scott Pearson.

With creature comforts galore to benefit the owner’s family, Adventure Us II shows how far custom construction can be taken in a size range dominated by semi-custom yachts and, increasingly, fully production ones. And in this case, the word “family” extends to the crew, too. When’s the last time you saw a 94-footer with a snack area in the crew’s quarters? And when’s the last time you saw a full laundry room on a yacht of this size—rivaling ones aboard megayachts far larger? Many a megayacht owner can learn a lesson or two from the lady of this house.

]]>0Neil Rabinowitzhttp://neilrabinowitz.com/http://www.yachtworld.com/boat-content/?p=149672015-02-04T18:25:53Z2015-02-09T11:19:31ZMegayachts take time to create. The design and build process often occupies three to five demanding years from concept to completion. So when Christensen’s Shipyard in Vancouver, on the banks of the Columbia River, found itself with a finished hull and superstructure on a half-done project thanks to a recession-hit client who walked away, it did not take long for a buyer to step up and make the project his own.

D’Natalin IV, the latest launch in the 160 foot tri-deck series, was customized for new owner Dennis Jones, with exterior deck styling and layout details completed under his guidance.

Jones had owned four megayachts, so he arrived knowing he could cut more than a year from the build to complete the yacht within 18 months. His boating experience resulted in precise changes for a family-oriented yacht he intended to extensively cruise with his fun-loving lot of children and grandkids.

Among other things, he wanted an elevator for his aged years, a flying bridge devoted to entertainment, a formal saloon and six featured staterooms.

He had confidence in the shipyard, which had launched a half dozen of handsomely profiled yachts under the 500 Gross Tonnage rule, resulting in more economical operation.

For 30 years Christensen has routinely built yachts in glass composite in one of the industry’s most efficient facilities, specializing in multi-decked megayacht projects from 110 to 165 feet. It’s one of America’s most cost-effective megayacht yards.

As a Marine, Jones favored building in America (previously he owned an Italian Benetti, a Dutch Feadship and a US-built Delta) and wanted the project close at hand. This allowed for input when finishing unique touches, like this magnificent outdoor dining area, so it was a perfect match.

Even the wheelhouse is modern, functional, and comfortable; note the chart table, multiple MFDs, and room for three at the helm.

D’Natalin IV already has gunkholed the glacier-studded paths of Alaska’s Inside Passage and successfully hosted a parade of family and friends during its shakedown voyage. For Christensen, it is one more megayacht in a long running series of successes.

]]>0Neil Rabinowitzhttp://neilrabinowitz.com/http://www.yachtworld.com/boat-content/?p=149732015-02-04T18:47:14Z2015-02-07T11:10:14ZBob Perry designed Sliver to finish first and look slick in the process. The radically slender 62’ composite wood daysailer was a designer’s dream, forged when his friend, Kim Bottles, came along with both the means and vision to create something extreme. The result was a needle-nosed speedster officially christened Francis Lee, in honor of Kim’s father. But the lightweight composite boat will always be Sliver, the original name for a Northwest prodigy that was designed, built, owned and raced on backyard waters.

If skinny is fast, this creation will be showing its stern to the fleet. Double-enders are one of Perry’s signature shapes, and Sliver’s sweet transom can be traced back to Bill Garden, Perry’s mentor and well-known designer of the long lean canoe stern.

Bottles has been on a lifelong aesthetic crusade for a canoe stern day sailer that would be first-to-finish any race she entered. Sliver’s slender high-aspect ratio pays homage to Herreshoff and other designers whom Bottle’s father considered sages of an era.

“You hope for a client that knows what he wants, who understands a design can not be all things,” said Perry. “We were on the same page from the start; long, skinny , go-fast with nothing inside… fun to draw. But I reality-checked when Kim argued against putting a head on board to save weight.”

Designed to win races while looking good, Sliver glides along on her narrow waterline. The completely custom rig is still conservative, which gives her wings without sacrificing reliability.

Bottles went to Port Townsend’s Northwest School of Wooden Boat Building, and along with engineers Tim Nolan, Jim Franken and composite guru Russell Brown, he created a high tech local champion.

Built strong, regardless of ratings, for the pure pleasure of sailing, Sliver can withstand ocean conditions, but she has few cruising ambitions. Instead she is content to be easily maintained, victor of the local circuit, astonishingly swift, humble, and eager to thrill.

]]>0Zuzana Prochazkahttp://www.yachtworld.com/boat-content/?p=148802015-02-04T14:38:54Z2015-02-05T11:36:11ZCantiere del Prado, the Italian manufacturer of the Grand Soleil line of fast cruising sailboats, introduced their first design, a 34, in 1973. Since then, they have become the third largest builder of sailing yachts in Europe, having produced nearly 4000 hulls in 40 years. Their racing lines captured multiple IMS awards including the World, European and Italian championships and this investment in innovation for racing tended to trickle down to the cruising models. The Grand Soleil 40 was one of those designs that mixed a slippery hull with family-friendly accommodations for a winning combination on both fronts.

The Grand Soleil 40 fast cruiser is a moderate displacement design with an efficient sail plan, a performance keel and a spade rudder.

Unlike its racing cousin, the 40R, which is a foam-cored sandwich, the cruiser version is a solid glass laminate construction. The keel of the 40 is lead and comes in a shoal draft of 5’ 9” or a regular draft of 7’ 1’ while the keel of the 40R reaches to 7’ 10”.

Grand Soleil designs of the era were one-piece molds and each boat spent a total of 10 full days in the mold. Each was also tank-tested for no less than 24 hours, to make sure the boat sat on its lines and that it would be a contender on the local racing circuit.

The Grand Soleil 40’s generous sail plan powers the boat along nicely, while the fine entry makes for quick upwind work and good pointing ability. On our sea trial, we moved on smooth water upwind at a solid six knots with 10 knots of true wind.

Cockpit, Deck & Rigging
The deck of the 40 draws on its racing heritage so is optimized for good crew movement and easy sail handling. Forward, there’s an open pulpit and an opening anchor locker. Teak decking lined the side decks on some of these models but check to see if that was an option on any used boat you consider—aging teak decks are no fun to revive.

The double-spreader rig has a high-aspect ratio and provides plenty of power. The mainsail is loose-footed and the traveler is mid-cockpit. All deck hardware and fittings are over-sized, much larger than required for this design. All hardware used by the factory was name-brand including Harken winches, Harken main and genoa cars and tracks, Lewmar hatches and portholes, Spinlock clutches, and Sparcraft mast and boom.

All lines are led aft to the cockpit from the mast organizer for easy handling by a racing crew. There’s a small lazarette below the helmsman’s seat, and in the two-cabin version, a nice large lazarette to port. Six hatches and several opening portholes provide good ventilation below.

Layout and Accommodations
The Grand Soleil 40 came in two standard layouts featuring either two or three cabins and one or two heads. Beginning forward, there’s a standard v-berth which, in the three cabin layout, has an ensuite head. Moving aft, the saloon has a U-shaped settee to starboard and a European-style straight galley with a double stainless-steel sink and a two-burner stove to port. The nav station to starboard is impressive in three ways. First, that there is a nav station at all, which today is a rarity on a racing boat. Second, the nav station is close to the companionway for good communication with the helm. And finally, it’s large and forward-facing, two things I tend to relish.

In the three-cabin version, there are two identical cabins under the cockpit and a small head to port. In the two-cabin layout, there’s one cabin to starboard, a large deep lazarette to port and a full head with a stall shower also to port, just aft of the galley. Overall, there’s good interior volume and the layout is ideal for a couple or a small cruising family.

Systems & Mechanical
The standard engine for the Grand Soleil 40 was a 27 hp Yanmar that could be upgraded to a 40 hp version. I’d look for the upgrade since Europeans are fond of undersized engines to save money and weight, which is fine until you have to push into head seas to get home in a hurry. Lead sheeting in the engine compartment provides soundproofing and there is adequate (though not fantastic) access to all necessary engine angles for routine maintenance.

All but the largest of Grand Soleil’s designs have featured sail drives rather than straight shafts. Sail drives are reputed to produce less prop wash than a standard shaft configuration and therefore minimize the effect of prop walk (usually to port) in reverse, which is a small but noticeable benefit.

The Grand Soleil 40 had a base price of around $249,000 when the design was launched in 2000. Today, you’ll find used boats in the $100,000 to $150,000 range depending on condition and equipment. Most of these boats can be found in Italy, Greece or Croatia since they went into charter in the Med, but a few hulls did find their way to the U.S.

Cantiere del Prado believes in delivering fast designs capable of racing but with comfortable accommodations for family cruising and they do this “senza compromessi”. If a hybrid boat is what you seek, you may indeed find this a racer-cruiser without compromises.

D’Natalin IV, the latest launch in the 160 foot tri-deck series, was customized for new owner Dennis Jones, with exterior deck styling and layout details completed under his guidance.

Jones had owned four megayachts, so he arrived knowing he could cut more than a year from the build to complete the yacht within 18 months. His boating experience resulted in precise changes for a family-oriented yacht he intended to extensively cruise with his fun-loving lot of children and grandkids.

Among other things, he wanted an elevator for his aged years, a flying bridge devoted to entertainment, a formal saloon and six featured staterooms.

Jones had confidence in the shipyard, which had launched a half dozen of handsomely profiled yachts under the 500 Gross Tonnage rule, resulting in more economical operation.

For 30 years Christensen has routinely built yachts in glass composite in one of the industry’s most efficient facilities, specializing in multi-decked megayacht projects from 110 to 165 feet. It’s one of America’s most cost-effective megayacht yards.

As a Marine, Jones favored building in America (previously he owned an Italian Benetti, a Dutch Feadship and a US-built Delta) and wanted the project close at hand. This allowed for input when finishing unique touches, like this magnificent outdoor dining area, so it was a perfect match.

Even the wheelhouse is modern, functional, and comfortable; note the chart table, multiple MFDs, and room for three at the helm.

]]>0Lenny Rudowhttp://blog.boats.com/2012/08/video-bio-lenny-rudow/http://www.yachtworld.com/boat-content/?p=148902015-01-21T19:25:12Z2015-01-29T11:05:54ZThe MJM 50z is the next evolutionary step in the MJM Yachts model line, joining the company’s already successful and speedy lineup of 29-, 34-, 36-, and 40-foot Downeast cruisers. And the 50z is made using the same high-tech composite techniques, which allows it to boast an ISO Category A Ocean rating, yet still be lightweight. Want to learn more about this yacht? Lucky for us, boat-building icon Bob Johnstone was on board when reviewer Zuzana Prochazka arrived to see the 50z. Here what he has to say about this new model:

After spending a day aboard the MJM 50z, Zuzana says she was particularly impressed with the boat’s performance. Cruising speeds were in the mid 30-knot range, and top-end hit 38.5 knots. At a trawler speed of eight knots, the boat had a 1,300 mile range. Interestingly, the 50z attained this performance with not twins, but triple pod drives. MJM utilized three Volvo Penta D6 diesels, which actually improves fuel efficiency at cruise since the engines don’t have to work as hard as twins to attain the same speeds. The downside? Aside from additional maintenance, the third pod drive adds about $160,000 to the boat’s cost (which can take it beyond $1.7 million, depending on other options and features). And, it also increases draft by four inches.

Some other highlights of the boat included a classic, wood panel and trim interior, an open bridgedeck layout, and a plush master stateroom. On top of that, Prochazka reports that the Sea Keeper gyro unit made a noticeable difference in stability, reducing roll quite a bit.

Wanderbird features an array of voyaging adaptations, yet she maintains a classic profile and a level of finish work unmatched by most yachts. Originally conceived as a Pacific Trawler, George hired British Columbia designer Gregory Marshall to stretch the hull.

George spent upwards of 10 million dollars on her, as even at her longer overall length, she was a virtual jewelry box to construct. Roy Parkinson, one of her builders, told me that if he’d stretched her another 20 feet, he might have reduced the cost up to 25 percent.

George equipped Wanderbird with a creative array of features, including a tall mast that supports twin headstays with roller-furling reaching jibs for tradewind flying. The mast also deploys booms/stabilizer arms and has another steadying sail furled inside it.

Speed was never a concern to Baker. A smooth, steady, and long-range cruising disposition set the tone for the build. The Core-cell foam hull above the waterline features a four-inch-thick glass-laminated keel and stem with carbon-fiber deck trusses to spread mast compression.

In keeping with the theme of ultimate durability, the foredeck features a twin industrial-strength reel-winch anchoring system with enough linkage and pulling power to secure in a hurricane and sleep though the event. A hefty Portuguese bridge offers protection from the breaking seas.

The interior is as dazzling as one might expect in the New York Yacht Club itself, or the mansions of old. The décor is a strikingly rich warm, solid, gloss mahogany with raised panel and accented with brass and white-beaded wainscoting bulkheads with traditional moldings.

The main saloon is stately and luxuriously comfortable, with the finest down-filled furnishings and a hydraulically powered hi-low table for dining or display height. The brass sea rails on the bookshelves and book-matched plank, varnished-teak sole adds to the polished, yet cozy interior.

Farther aft is a pass-through to a bright, full-width galley, separated by pocket doors. The galley is narrow enough to provide bracing in a seaway and is located aft for easier motion. It includes the finest appliances and a salty functional layout with grab rails everywhere.

When Baker decided to build Wanderbird, he didn’t just write a check; the project consumed his later years. He never lived to take Wanderbird across the Pacific and beyond, but she was built for nothing less.

]]>0Paul Grimeshttp://http://www.yachtworld.com/boat-content/?p=148202015-02-02T14:43:57Z2015-01-27T11:00:44ZHow do you get the most out of a marine survey? It begins by understanding the surveyor, what the surveyor’s training and credentials are, and what his or her main mission is. As a marine industry veteran who recently went through the process of becoming a marine surveyor, I will never claim to be an expert in this huge topic—and I don’t think anyone else should either—but here’s how it’s seen through the eyes of an enthusiastic student who will always be working to figure it all out.

Marine surveyors are not all alike, but knowing where they’re coming from (and what they’re trained to look for) can help you pick the best one for the job when you’re buying or selling a yacht.

Ask 10 surveyors a question, and you’ll get 11 different answers. To understand why it helps to understand the surveyors themselves, and to realize that your yacht is just one of a huge variety of yachts in the world. Remember that there are no licenses or specific requirements needed to become a marine surveyor. Theoretically, you could call yourself a surveyor tomorrow and get started, limited only by your ability to attract customers and the willingness of insurance and finance companies to accept your reports. Thankfully, however, there are surveying organizations that take on the task of screening, accrediting, policing, and continuing to educate their members.

The two best know organizations in the US are SAMS (Society of Accredited Marine Surveyors) and NAMS (National Association of Marine Surveyors). SAMS, which was started in 1987, has about 900 members worldwide. NAMS was started in 1962 and has about 350 members. SAMS offers members a Surveyor Associate (SA) level for the first three to five years of their membership, and then offers an upgrade to Accredited Marine Surveyor (AMS) once an SA completes surveying requirements and passes a comprehensive exam. The most common AMS designation is Yachts and Small Craft, but those with the Engines designation are another key group in the recreational market. NAMS has a similar set of levels: Apprentice, Associate, and finally Certified Marine Surveyor (CMS), with Yachts and Small Craft also as their designation for those in the recreational market.

If one wanted to become a surveyor and was willing to invest in training, the Chapman school in Florida, which is closely aligned with SAMS, offers a yacht and small craft survey program. The American Yacht and boat Council (ABYC) also plays a role, offering short certification classes in different areas of small craft technology—not only for surveyors, but for anyone in the marine industry.

Most surveyors work independently, perhaps because many have been in the marine industry in some other capacity, and shift to surveying as they near retirement. Unlike other professions it’s relatively rare to start out by joining a firm or group; it’s too easy for an assistant surveyor to go off on his or her own and become the competition once they’ve been trained. On top of that, experienced surveyors aren’t likely to take on assistants because Errors & Omissions insurance is difficult for new surveyors to obtain. That explains why most surveyors operate independently. Unfortunately, this creates inconsistency in the field. Surveying can be a very solitary profession, and when most surveyors go back to their offices to write reports, there isn’t a colleague in the next cubicle or a boss down the hall to consult with. Emails to colleagues, and surveyors’ forums like the SAMS “Boatpokers” group are a huge help in bridging that gap, but surveying remains mostly an individual job. Another factor to keep in mind is that surveyors come from varying different backgrounds. Some have been in the Navy or Coast Guard, others have worked for boatbuilders or repair facilities, and some have been professional captains. Some have experience working on engines or other systems, and others have more experience with composites and structural issues. While surveyor A may be comfortable with only powerboats, surveyor B may have all of his or her work experience on sailboats.

Due to the nature of the business, surveyor experience and specialties vary widely; make sure the one you’re working with knows about they specific type of yacht you’re considering.

We can all agree that there are many different types of yachts out there, with countless variations and variables in the mix. Similarly, there are many different yacht surveyors out there, with countless variations and variables in their experience. The key lesson for boat owners is that surveyors all have types of boats with which they are more or less familiar. Some of the veterans have managed to become familiar with an amazing number of boats and yacht types, but as one who has also spent time in the boatbuilding industry reading surveyors’ reports, I’ve seen cases where the surveyor clearly shouldn’t have been surveying the specific yacht. As a consumer, this means that it pays to look around a bit. Check surveyors’ websites to get a feel for their backgrounds and areas of familiarity. Find out whether they have already surveyed the make and model yacht you’re considering, or similar boats. Ask what they would look for in the yacht you need surveyed. It’s also common to ask for a sample report to get a feel for their approach, and if one surveyor is too busy and declines the survey, ask them who they would recommend in the area. The key is to find a good match between the surveyor and the particular yacht to be surveyed.

]]>0Neil Rabinowitzhttp://neilrabinowitz.com/http://www.yachtworld.com/boat-content/?p=148582015-01-21T19:46:49Z2015-01-25T11:37:04ZThe trawler Wanderbird was the creation of George Baker, a yachtsman who spent more than 25 years planning, engineering, and building a motor vessel that could take on the Seven Seas. Baker’s family included sailors who had been involved in ambitious voyages since the beginning of the 20th century, and George planned to write his own chapter in the family history aboard Wanderbird.

It’s probably safe to say that no other trawler before or since has been so thoroughly considered and so purposefully constructed for ocean exploration. After 20 years of conceptualizing and two years of engineering (which included George’s enrollment in classes in diesel, electrical and structural design), the boat took four years to build. It’s also safe to say that there’s nothing quite like Wanderbird, which first floated on her lines in 2003.

When Park Isle Marine launched her in Sooke, British Columbia, it was time for Baker’s adventure to begin. He put her through a shakedown cruise to Princess Louisa Inlet and short stints in local waters, and I was fortunate to have the chance to photograph her.

But only a few months after the triumph of launching his multi-million dollar ocean voyager, Baker died while piloting his plane home to Nantucket. Now, Wanderbird awaits another visionary sailor to take up George Baker’s lifelong dream of navigating her round the Horn and other Capes. She’s an extraordinary vessel, a highly customized, full-displacement expedition-style 65-footer.

Wanderbird features an array of voyaging adaptations, yet she maintains a classic profile and a level of finish work unmatched by most yachts. Originally conceived as a Pacific Trawler and based on Ed Monk Sr.’s 57-footer Seamaster design, George hired British Columbia designer Gregory Marshall to stretch the hull and Ed Monk Jr. to reshape the superstructure.

George spent upwards of 10 million dollars on her, as even at her longer overall length, she was a virtual jewelry box to construct. Roy Parkinson, one of her builders, told me that if he’d stretched her another 20 feet, he might have reduced the cost up to 25 percent. “I was always enamored by the adventure of voyages I’d read about… the drama and discovery of crossing oceans and romance of landfall,” George often told me. “And I wanted to build something with the salt that could handle any expanse of ocean in comfort… something stable with range and the polish to reflect traditional yachting values.”

George previously owned a Tripp 52, Avatar, a 58-foot Steve Seaton motoryacht, and a 44-foot cruiser, Wolf. As an experienced owner who devoured voyaging histories, he equipped Wanderbird with a creative array of features including a tall mast that supports twin headstays with roller-furling reaching jibs for tradewind flying. The mast also deploys booms/stabilizer arms with paravanes (flopper stoppers) that lock into cross-trees and has another steadying tannenbark mainsail furled inside the mast which helps stabilize the boat underway or at anchor. The aft deck features twin exhaust dry stacks to disperse fumes under power. “I expect on a good reach across the Trades, Wanderbird may gain a knot or two with the sail area fully deployed,” Baker told me. They also provide the redundancy of a “get-home” alternative if all power fails, although it would be a slow trek.

Speed was never a concern to Baker. A smooth, steady, and long-range cruising disposition set the tone for the build. The Core-cell foam hull above the waterline features a four-inch-thick glass-laminated keel and stem with carbon-fiber deck trusses to spread mast compression. The superstructure is infused, and the result is a high-tech blend of contemporary engineering with traditional salty seaworthiness. Wanderbird features an oversized bulbous bow to extend the waterline, reduce drag, and supply extra tankage. The single-engine Caterpillar 3408 was detuned for greater reliability and drives a 52” Hundested variable-pitch propeller encased in a pocket of the six-foot rudder for protection. Baker’s hope—not yet fully tested—was to exceed 6,000 miles cruising range at eight knots and use less than 10 gallons per hour while, at times, aided by the sails.

In keeping with the theme of ultimate durability, the foredeck features a twin industrial-strength reel-winch anchoring system with enough linkage and pulling power to secure in a hurricane and sleep though the event. A hefty Portuguese bridge offers protection from the breaking seas, and a solid teak cap rail crowns the perimeter of the boat and accents a warm classic sheer. The aft deck has fishing racks to suit the perfect day-in, day-out trolling speed. Topside on the flying bridge is complete instrumentation, a Bimini with stowage racks, Stidd helm seats, full dining settee, bar, barbecue, and enough deck space for all the toys including kayaks, inflatable tenders, rowing boats, sailing dinghies—everything a world voyager might need.

The interior is as dazzling as one might expect in the New York Yacht Club itself, or the mansions of old. The décor is a strikingly rich warm, solid, gloss mahogany with raised panel and accented with brass and white-beaded wainscoting bulkheads with traditional moldings. The white is up to 15 coats of white enamel and sparkles in contrast to the mahogany. Overhead are glossy, beaded ceiling panels and mahogany crossbeams. No expense was spared at either the level of finish in this yacht, or the detail of cabinetry. The walls are adorned with some of the finest marine art dating back to the 19th century, and the paintings, etchings, and sculptures are all of the nautical theme and decorate the boat tastefully with well-lit accents, sconces and gilded frames. Those seascapes and traces of New England charm set the tone for Baker’s onboard ambiance.

The main saloon is stately and luxuriously comfortable, with the finest down-filled furnishings and a hydraulically powered hi-low table for dining or display height. The brass sea rails on the bookshelves and book-matched plank, varnished-teak sole adds to the polished, yet cozy interior. A slightly more casual, yet still elegant settee is separated from the main saloon by an artistically crafted wet bar and cabinet that wraps around the mast compression post.

Farther aft is a pass-through to a bright, full-width galley, separated by pocket doors. The galley is narrow enough to provide bracing in a seaway and is located aft for easier motion. It includes the finest appliances and a salty functional layout with grab rails everywhere, port and starboard access, and a pass-through and windows for natural light. There is a door to the aft deck for loading supplies when dockside. The main deck location was a priority for Baker, who believes extended cruising success relies on a pleasant galley and is an often of underestimated importance while either at anchor or underway. Below, the staterooms are classy and elegantly finished with a full-width master featuring oversized double, port and starboard sea berths with sturdy leeboards and traditional drawers below. An exquisitely crafted bookcase with rails and curved front brilliantly breaks apart to reveal a concealed entranceway to the engine room. Two additional en-suite staterooms with classic, wide-berth criss-crossing bunks welcome up to four guests per voyage.

Baker was influenced to build Wanderbird after reading Roger Beebe’s Voyaging Under Power. But he did not just write a check. The project consumed his later years. His lineage of sponsoring some of the most classic voyages of the 20th century, gave him the heart to build Wanderbird in part as homage to a family passionate about of ocean voyaging and in part because he had the gumption to see the project through every detail. In much the way his ancestors were sidetracked from their own circumnavigations by war and the dramas of the times, Baker himself never lived to take Wanderbird across the Pacific and beyond, but she was built for nothing less.

George Baker’s grandfather, George Fisher Baker, was more than just inspiration for Wanderbird. He followed in the footsteps of generations of sea captains, and was a former New York Yacht Club commodore. He founded First National Bank (Citibank) and later lost a 272-foot motor yacht, Viking, which sank while serving picket duty for the U.S. Navy during the Second World War. A fan of the romantic notion of sailors at sea, he went on to fund a series of ocean voyages in the 30′s including voyages of Wander Bird, an 85’ pilot schooner sailed without an engine by Commodore Warwick Tompkins.